Power transmission mechanism



4oet 12, 1948. A. KIMBERLY', JR

OWER TRANSMISSION 'MECHANISM s sneetssheet 1 Filed April 1'z. 1944 /NPUT Oct. l2, 1948. A. E. KIMBERLY, JR 2,450,896

. lPOWER TmmsmssINv MEGHANISM Filed April 12, 1944 I I 3 Sheets-Sheet 2 Patented Oct, l2, 1948 POWER TRANSMISSIONMECHANISM Albert E. Kimberly, Jr., Birmingham, Mich., as-

signor tovChrysler Corporation, Highland Park,- Mich., a corporation of Delaware I Application April 12, 1944, Serial No. 530,602

23 claims. l

This invention relates to power transmission mechanism land is concerned in particular with structuresfor inhibiting relative axial creep and jumping out of mesh between interengageable drive transmitting elements of power transmission change speed units, especially, when operating under load and at low speeds.

In automotive vehicles power is conventionally transmitted from the engine to a gear transmission and thence to the driving wheels. In the case` of trucks having multiple wheel drives a further gear transfer unit. is usually interposed between the transmission and the driving wheels for receiving the output of the transmission and distributing power to the several front and rear f drive of the front wheels at the drivers election.

The problem of jumping out of mesh'is of considerable importance in connection with truckl transfer case drives, and I have, therefore, se-

lected such an embodiment for the purposes of illustrating my invention, it being understood, however, that the various novel features of my invention hereinafter developed are applicable to other apparatus employing drive establishing interengageable clutch members for avoiding similar dimculties.

In a typical transfer case construction a shiftable tooth clutch member is splined to the power input shaft for drive therewith and piloted fairly closely thereon. The input gear carrying the mating tooth clutch is journalled on needle bearings carried on the shaft and meshes with another gear of a reduction train. While for most driving no diiculty has been yencountered in maintaining engagement of the tooth clutches during drive or c-oast of the vehicle under load, for reasons not entirely evident separation and total disengagement of the clutch members occasionally occurs in drive or coast under what appears to be favorable load conditions. Although various reasons have been advanced for this' phenomenon, I believe it may'be explained by the factthat when rotating under loadA the input gear was deflected away from the mesh point with its engaging gear to an eccentric and misaligned position relative to the shiftable clutch member to the extent permitted by clearances in the needle bearings and .actuated by these forces.

. 2 deflection of the shaft, this action being facilitated by the close piloting of the shiftable clutch member and where the gears were helical cut. Every time each driving or driven tooth of the input gear passed the mesh point, tangential separating and thru-st forces acted upon the clutch teeth of the shiftableclutch member, which being free to move axially was shifted to the extent After the teeth passed the mesh point, the shiftable clutch member did not return to its previous position. Accordingly, whenever these tangential forces vwere acting, presumably once in every revolution of the input gear, each clutch tooth added another increment of separation and gradually in likeness to the .action of a ne pitch screw thread upon a, nut, complete separation of the clutch teeth was suiiicient operational clearances in the splined end or portion of the shiftable member, such as a spline, may be free to turn, rock, nutate or gyrate as necessary about the pivot' relative to its opposite end even though simultaneously receiving a turning movementdue to being rotated under drive or coast conditions, and be brought into blocking or abutting relation with an abutment or stop on the shaft by the resulting cooking of the shiftable clutch member so as to oppose any tendency of the shiftable member to become self-disengaged.

In one form of my invention the movement of clutch sleeve to blocking position is obtained by a, predetermined camming action in initiating drive, and in a second the forces which heretofore were responsible for jumping out of mesh are utilized to obtain the desired result. Moreover, I have found that a predetermined blocking may be obtained by relative-clocking movement of certain members when initiating drive to thereby bring blocking elements into blocking relationship.

Accordingly, it i-s the general object of my invention to provide mechanism. for controlling vcreep and slipping out of mesh tendencies of interengaged clutch members duringgrotation thereof.

Another object is to advantageously employ" the forces heretofore causing self-disengagement of interengaged clutch members operating under load, to oppose such disengagement.

A further object isto provide in a power transmission drive including interengaged clutch members one of which is shiftable relative to the other for controlling drive, mechanism for blocking self-disengagement of the shiftable member during rotation of the clutch members yet permitting disengagement thereof under driver control.

An additional'object is to provide iny a, power transmission drive including interengaged tooth clutch members one of which is shiftable relative to the other for controlling drive, a clutch construction for effecting translation of th shiftable ,member to a blocking position for opposing selfy is shiftable relative to the other and that provides for positive and/or energized blocking of the shiftable member during engaged rotation of the clutch members to prevent disengagement oi the shiftable member.

Other objects and advantages of my invention will become more apparent from the following description taken in connection with the accompanying drawings wherein:

Fig. 1 is a cross-sectional view of a truck gear transfer case embodying my invention;

Fig 2 is an enlarged -view partially in section of the two speed clutch mechanism of Fig. 1 embodying my invention;

Fig. 3 is a cross-sectional view taken at 3-3 of Fig. 2, the parts being shown in torque transmitting relationship;

Fig. 4 is a fragmentary cross-sectional view taken at 4-4 of Fig. 2 showing a form of clutch tooth used in my invention;

Fig. 5 is a similar view showing an interlocking form of clutch tooth;

Fig. 6 is a fragmentary cross-sectional view taken at 6-8 of Fig. 2 illustrating the manner of utilizing forces acting upon the clutch teeth during drive to nutate or cock the clutch sleeve into blocking position;

Fig. '7 is a view similarly taken showing a particular tooth arrangement;

Fig. 8 is another view similarly taken to that in Fig. 6 illustrating the manner of obtaining predetermined blocking by coaxial angular displacement when initiating drive and increasing the extent of blocking by misaligning the'clutch sleeve in the manner shown in Fig. 6;

Figs. 9 and 10 are further views taken similarly to that in Fig. 6 but showing means for obtaining predetermined blocking by nutation or cocking the clutch sleeve when initiating drive;

Fig. 11 illustrates the Fig. 6 construction in slightly modified form;

Fig. 12 is a. fragmentary view partially in section illustrating the shaft spline of Fig. 11 in elevation; i

Fig. 13 is a fragmentary cross-sectional view taken at |3-I 3 of Fig. 12; and

Figs. 14 and 15 illustrate a further embodiment of the invention for obtaining positive blocking.

Referring to the drawings, my invention is illustrated embodied in an automotive truck transfer gear case commonly used to transmit power from a motor driven transmission to the drive axles of a 6-whee1 drive and having clutch means for obtaining low and high speed ratios and clutch means for disconnecting the vehicle front wheels from drive at the driver's option.

As shown in Fig. l, the transfer unit comprises a driving or input shaft 28, adapted to receive power from the gear transmission through a propeller shaft (not shown) connected to the universal coupling 22 splined to the shaft 2l as at 24. One end of the shaft -20 is piloted in the end of a first output shaft 28, on needle bearings 28 and the other end is carried in a ball bearing I0 mounted in the casing '32 and retained therein by an annular retaining ring 34 and an adaptor 88, the latter being secured tothe casing by screw studs 88 and nuts 4l. The adaptor 88 includes an oil seal 42 positioned between the hub of the coupling 22 and the adaptor 88.

The shaft 28 is journalled in roller bearings 44 and 48 respectively carried in a cover bracket 48 bolted to the casing 22 as at 80. 'Ihe outer end of the shaft 28 has splined thereto as at 82, a universal coupling 84 for connecting this shaft with the rear axle of the vehicle by a propeller shaft. not shown. A brake drum 88 is carried on the coupling to apply braking force to the shaft 28 when desired. Integral with ,the shaft 26 is a high speed gear 58 having on its inner end a set of internal clutch teeth 80 adapted to be engaged by a mating set of external clutch 16 journalled on needle bearings 18 on the shaft 20 so as to be freely rotatable relative to and on said shaft.

The input gear 16 meshes with a gear 80 of an idler gear cluster 82 which includes a gear 84 that meshes with the output lshaft gear 58. The cluster 82 is rotatably mounted on ball bearings, not shown, supported on a stud 86 secured to the casing 32 by a nut 88. The gear 84 also meshes with a pinion 86 which is an integral part of a second output shaft 88 supported between roller bearings and 02 respectively carried in a supporting bracket 84 secured to the casing 82 by bolts, one of which is shown at 98. A universal coupling 98 is splined to the shaft 88 as at |00 and is adapted to be coupled to a propeller shaft, not shown, for transmitting power to the rear drive axle of the vehicle. An oil seal |02 is located between the shaft 88 and the bracket 84 to prevent oil leakage. The gear 86 includes a set of internal clutch teeth |04 adapted for engagement with a mating set of clutch teeth |06 on a shiftable clutch sleeve |08 which is splined to a third output shaft H0, the splined connection including spaced sets of splines H2 and I|4 on the shaft ||0 and internal splines IIB on the shiftable clutch member |08. 'Ihe shaft III has one end piloted on needle bearings |I8 in the end of the shaft 88 and its opposite end portion supported in a ball bearing |20 secured in l the casing 32 by an annular ring |22 and adaptor |24 securedto the casing 32 by screw studs |28` and nuts |26. A universal coupling |30 is splined to the shaft ||0 as at |32 and is adapted to be connectedto a propeller shaft, not shown, to

v vthe gears 16 and 60 produce cyclic' thrust ef- 'X transmit power to the front drive axle of the vehicle. i

The shiftable clutch member 64 on the input shaft 20- is shiftable by means not shown under control of the driver to any one of three positions; a neutral position as shown, wherein it is disengaged from the' input gear 16 and from -the output gear 66; a second position where it is engaged with the input gear 16 through the clutch teeth 12, 14 to obtain low speed drive; andl a third position where it is engaged with the high speed gear 66 through the clutch teeth 60, 62 to obtain high speed drive.

shaft 20 through the splined connection to the shiftable clutch member 6.4, thence throughthe clutch teeth 12, 14 to the input gear 16 and through the idiers 80, 84 to the high speed gear 58 which drives the first output shaftV 26. The gear 58 being larger than gear 16 and the idler lgear 60 being larger than the idler gear 64, a reduction drive is thus obtained between the shafts 20 and 26 when the clutch teeth 12 and 14 are engaged for low speed drive. The gear 86 on the second output shaft68 preferably has` the same number of teeth as the gear 58 and the second output shaft will also be driven in low at the same relative speed and in the same direction as the output shaft 26. When the shiftable front wheel drive clutch sleeve |08 is engaged with the gear 66 through theclutchteeth |04,. |06, the third output shaft ||0 will also be driven in low at the 'same speed and in the same direction of rotation as that of the shafts 26 and 68 respectively. It will be observed that by releasing thel drive between the clutch teeth |04 and |06 the shaft ||0 may be disconnected from drive and in this manner limiting drive to the rear and rear rear drive axles only. l

High speed is established by shifting the shiftable clutch member 64 to engage the clutch teeth 60 and 62 in drive, power then being transmitted directly from the input shaft 20 to the first output shaft 26 and gear 58 through the splined connection with the shiftable clutch'sleeve 64. Simultaneously drive is transmitted through Ythe idler gear 84 to the gear 86 this also driving the second output shaft 86 and the shaft ||0 in high. Manifestly, if the clutch teeth |04 and |06 are disengaged no drive will be given the front wheel drive shaft I0. v

In operation of the transfer gear unit, it is desirable that there be no unexpected interruption inthe transmission of driving torquefrom the input to the output shafts of the mechanism once the clutches have been engaged in a predetermined drive establishing position. For example, if the movable clutch member 64 has been shifted to low speed positionz it is important that it remain thus engaged until some airmative action to obtain a different speed condition is initiated by the driver. However, this result has not always been attainable and usually at the most inappropriate time, the member 64, for example, has walked out of mesh to condition the vehicle in free wheel, lthis action resulting as heretofore explained, from displacement and misalignment of the input gear 16 under load condition causing its teeth as they pass through the mesh point X (Fig. 1) at the juhction of When low speedis established, drive is transmitted from the input4 fects upon the clutch teeth to gradually and conrpletely disengage lthe clutch members, the thrust f being aggravated wherethe gears 16 and 80.are

of the spiral cut type.

A feature of the invention isto overcome the foregoing difficulty by providingy means for positive and/or energized blocking of the' clutch member in engaged position so that this memf` ber will be prevented from becoming self-disengaged yet may be disengaged under driven control without requiring any special or additional opera-v j tions. f y

Referring now more particularly to Figs. 2 to 6, it will be recalled that the clutch sleeve 64 is lsplined to the shaft 20 in amanner for receiving drive therefrom and to permit axial movement thereof between low and high speed drive establishing positions. To this end the clutch sleeve 64 isprovided with an elongated internal radial tooth or spline |34 preferably of truncat-` ed V form extending4 axially of the sleeve and substantially paralleling the same, which is received in a splineway |35 in the shaft 20, of complementary shape to the tooth. The tooth |34 has opposite flanks or side faces |36 and |31 respectively, and opposite ends |38 and 4|36 respectively. The splineway |35 is formed by opposite walls |40 and |4| respectively, which may if de sired be flanks of a pair of longitudinally extending external teeth |42, and by a bottom wall |43. Preferably, in order to distribute the driving load between the clutch sleeve and shaft and avoid excessive tooth size, the shaft 20 will be providedwitha set or series 66 of uniformly,

circumferentially spaced radial teeth |42 formed by cutting a series of external splineway-s |35 in the shaft 20. Similarly, the shift sleeve 64 will be provided with a series of circumferentially spaced teeth |64 formed by cutting splineways |45 in this member.

It will be observed that the shaft .20 is provided with a second set 68 of radial teeth 44 and splineways |46 similar to those of the set 66 and having their axes aligned with the teeth and splineways respectively ofthe set 66 so as to form substantial continuations thereof but spaced 'from the set 66 by a recess |48 thefunction of` which will subsequently be explained.

In general the teeth |34, |42 and |44 in the Fig. 6 construction will be of the same chordal size as their mating splineways, sufficient operating clearance (back lash) being provided between adjacent engaging teeth and between lthe tops of the teeth and the bottoms of the splineways in order to avoid close piloting of the shift sleeve 64 upon the shaft teeth and to allow limited nutation or 'gyration of the clutch sleeve 64 with its attendant cooking relative to-the shaft 20 during drive in response to forces acting upon the sleeve clutch teeth. In this connection it will be noted that when the. shift sleeve is engaged in low speed as shown in Figs. 2 and 6, the teeth |34 are engaged only with the teeth |42 of the set of shaft teeth 66 and are entirely disengaged from the set 66 of shaft teeth. Moreover, in this y audace vI ration of the clutch teeth 12, 14 come into play the clutch sleeve instead of limiting itself to axial movement will. because of the backlash and piloting clearances follow the normal urging of the clutch teeth 14 to become misaligned relative to the shaft axis and will rock on one or more of the teeth |42 using the corners |58 of these teeth as a fulcrum with the result that the ends |38 of the projecting portions |58 of the'sleeve teeth |34 circumferentially speaking then on either side of the fulcrum will be oriented about the fulcrum and transversely of the teeth |44 eecting an overlap of these ends with the ends |54 of the teeth |44 of the set 68, for instance as shown in phantom at |55 in Fig. 6 where the broken lines show the oriented position of the clutch and sleeve teeth. It will be observed that as the successive teeth of the gear 18 move into the mesh point X, different shaft splines |42 will successively become the fulcrum for the sleeve 64. Thus the teeth |34 upon tendency of the clutch teeth 12, 14 to become disengaged will be brought into blocking or abutting relationship with the ends or abutments |54 of the teeth |44 which will prevent axial movement of the clutch sleeve, and consequently disengagement of the clutch teeth. In order that adequate tooth overlap be obtained it is preferred that the overhang |50 be at least as great and better yet greater than the amount of normal tooth contact between the teeth |34 and |42 which in Fig. 6 is the length of the teeth |42. This should provide an overlap at least equal to the backlash between the teeth |34 and |42. Moreover, it is preferred that all corners of the teeth |34 and the inner corners of the teeth |42 and |44 be sharp to facilitate this result.

In making the shift from low to high the shift sleeve will be initially piloted by the tooth set 66 which will guide the sleeve teeth |34 into the splineways |46 whereupon the sleeve is piloted by both sets 66. 68 of teeth until finally just prior to full engagement of the clutch teeth 80, 62 the sleeve will leave the teeth of the set 66 and be piloted solely by the set 68. Manifestly, the reverse will occur in shifting from high to low.

When establishing in high position the ends |38 of the sleeve teeth |34 will overhang the teeth |44 in the same manner as the ends |39 in Fig. 6 and the sleeve teeth |34 will pivot on the corners |62 ofthe teeth |44 upon tendency of the clutch teeth 62 to dsengage during power drive to bring the ends |38 into abutting relation with the teeth |42 as shown in phantom at'|63.

Manifestly, should the disengagement of the clutch teeth tend to occur under coast conditions when in either low or high, the adjacent inner corner of the teeth |42 and 44 will become the pivot points for rocking or nutating of the clutch sleeve.

It will be observed that the mean line of pressure contact between the clutch teeth 12, 14 as represented by the line |58 in Fig. 6 is offset from the fulcrum point |56 so that ample leverage is provided for effecting nutation of the "sleeve Moreover, the mean line of pressure between the teeth |34 and |42 as represented by the line |60 in Fig. 6 and between the teeth 12 '1nd 14 as represented by the line |58, are also displaced from each other in the Fig. 6 construction. It is preferred, however, for purposes of minimizing jumping out of mesh tendencies to have these pressure lines coincide.

Although the abutments |54 in Fig. 6 have been illustrated in the form of teeth, it will be understood that stop means of other form may be provided, this being especially true where only a singie engaging shift is made as in the case of the shift sleeve |48 for controlling drive ofthe front wheel drive axle. Moreover, it will be understood that independent means or projections may be provided on the sleeve 44 in lieu of the tooth ends |39 for ,making the abutting contact.

However, where a double shift engagement is contemplated as in the Fig. 2 construction, I have found it. desirable to use the teeth of the splined connection as abutments, these teeth thereby serving a multiple function, that of pilot portions during shifting, and as stops during slipping out of mesh tendencies. In this connection it will be pointed out that although the sleeve teeth are disengaged from the teeth |44 of the set63 when established in low speed position no difficulty will be experienced making shifts into neutral or high speed position since the action of the shifting fork (not shown) during shifting will be to align the teeth with the splineways |46 to facilitate the shift and to enable the teeth |34 and |44 to slip by each other.

I have found that in certain cases, for example, where the amount of overlap obtainable is limited to critical amounts that anti-slip protection may be enhanced by using an interlocking keystone type of clutch tooth as shown in Fig. 5 instead of the normal and preferred form of tooth shown in Fig. 4, the combination of the structure in Fig. 6 employing keystone teeth having been found to be especially effective under such conditions. It is to be observed that I have found that keystoning alone will not provide a foolproof jumping out of mesh preventive. Moreover, when operating with this type of interlocking tooth considerable backlash is required between the teeth of the engaged clutch members in order to provide for engagement and disengagement thereof. As seen in Fig. 5 the tooth |64 of the sleeve 64 is tapered oppostely to the teeth |66 of the gear 16, a taper of about 10 being found suitable. Moreover, the distance between the teeth |66 at the end |68 of the space between the teeth will be greater than the chordal thickness of the tooth |64 at the end |18 to enable interengagement-of the teeth. When the clutch members are engaged in drive the contacting tapered faces will provide limited interlock between the clutch members.

In Fig. '1 an arrangement of the shaft and sleeve is illustrated in low speed position providing similar functions to that of the structure in Fig. 6 but wherein alternate sleeve teeth |12 pilot the sleeve between alternate pairs of shaft teeth |42 and alternate sleeve teeth |14 offset from the teeth |12 provide the blocking function relative to the teeth |44 of the shaft, it being noted that the teeth |12 will project sufficiently beyond the inner ends of the teeth |42 to provide for pivoting of the sleeve on the pivot corners |56, for example, of alternate shaft teeth. It will also be observed that in this construction the teeth |14 will serve as pilot teeth and the teeth |12 as stop teeth when the sleeve |64 is established in high speed position.

The construction in Fig. 8 is very similar to that in Fig. 6, the main distinction and which is another feature of my invention being that the teeth of the set 66 are thinner than those of the set 68 and as shown in Fig. 8 centrally aligned with the teeth of the set 68. Thus the tooth flanks of the adjacent sets of'teeth are offset from one another and it will be noted that when the gear I14 is being driven the sleeve teeth |34 will being illustrated in phantom at |18. This com` bination is particularly applicable to cases where only limited overlap maybe obtained by rocking or nutating movement of the sleeve 84. In practice, a reduction in the sleevev teeth thickness of about .010'l on a side will provide good results. Should blocking be essential only in one of coast or drive conditions one side only of the teeth need be relieved.

It will also be understood that the arrangement in Fig. 8 is best suited for cases where only a single engaging shift is to be made as in the case of the sleeve |08. However, where only one or the other of coast or drive blocking is essential f double shifting is practicable and in such instances the teeth of the sets 66 and 68 will be in effect circumferentially oiset from each other and of the same chordal thickness.

In Fig. 9 I have illustrated another feature of my invention. The lgeneral arrangement of sleeve and shaft teeth is similar to that in Fig. 6. However. the 'sleeve teeth |84 are tapered inwardly from each end, forming in effect two abutting trapezoids of which the outer ends of the teeth are the bases. The amount of taper will be sufficient to provide a suitable extent of blocking. The combination differs functionally from the Fig. 6 arrangement in that predetermined blocking will be effected by the shaft teeth when, as in the Fig. 2 arrangement, they are engaged with the tapered faces |86 of the sleeve teeth under drive conditions, the shaft teeth then nutating the sleeve around the pivot points |58 to blocking position, |81, i. e. to bring the ends |88 of the sleeve teeth in abutting relation with the shaft teeth |44. vUnder coast conditions the sleeve may be rocked or nutated under urging of the shaft teeth or if jumping out of mesh forces are then acting by the clutch teeth 14. The instant construction, it will be noted, provides positive blocking functions without depending upon jumping out of mesh conditions and without employing different widths of teeth or offset teeth as described with respect to Fig. 8. In addition, the tooth form I use heregives a greater extent of blocking face, i. e., overlap, for the same chordal thickness of sleeve tooth as in Fig'. 6, such being due to the inward taper of the teeth. Moreover; the illustrated embodiment provides for blocking where double shifts are necessary as with the shift sleeve 84. v

The construction in Fig. 10 functions similarly to the construction in Fig. 9, but differs in that the shaft teeth rather than the sleeve teeth are provided with inwardly tapered faces |88 in the set 66. This construction is somewhat simpler and less costly to produce than that of Fig. 9 and will operate both under drive and coast conditions but appears to be limited to usage for single shifts. The dot and dash outline of the tooth |34 shows the blocking position of the teeth in this arrangement.

When it is desired to provide a somewhat sturdier construction of the shaftteeth |42, |44 a form of construction shown in Figs. 11. 12, and

, 13 may be followed. Here the teethi 42 and |44 are in effect connected by Web portions |90. The

10 l construction may be obtained by suitably relieving the central portion of long sleeve teeth by flank recesses |82, |94 and a top recess |98 to effect spaced tooth portions simulating the teeth |42, |44 of Fig. 6. Recesses about .010 deep have been found satisfactory in actual practice. The operation of this construction will be similar to that described with respect to Fig. 6 with the exception that the web |90 will limit the extent of cooking of the shift sleeve 64 as will be evident from the phantom outline of the tooth |34 in this l figure when in blocking position.

yIn Figs. 14 and 15 I have illustrated a further construction, related to that of Fig. 8, in that this structure also provides for clocking of the clutch sleeve into a blocking position relative to the shaft when initiating drive between these members. The shift sleeve |54a in these figures is provided with an internal tooth |348, a series of these teeth of uniform chordal thickness and uniform circumferential spacing being preferably provided.' The ends 200, 202 of the teeth are spaced from the ends of the shift sleeve an amount to accommodate the two clutch engaging positions of th'e sleeve. The shaft 20a has spaced sets 66*i and liiia of aligned, external radial teeth |42 and |44 respectively, forming splineways |35a and |46 respectively, for guiding the teeth |34 during shifting operations of the sleeve 64a. Inter mediate the sets 66a and 685 is a third set 204 of radial teeth '206 aligned with the teeth |42 and |44 respectively. It will be observed that the teeth 206 are of greater chordal thickness than the teeth |423, |44 so as to bring the teeth |34*l into blocking relation with the teeth 206 when the teeth of the shaft and shift sleeve are in drive or coast engagement, the tooth |349' in Fig. 15 being shown in blocking position when the parts are in drive. While the disclosed structure may be made in several ways it is preferred that th'e teeth |34 and 208 be of normal chordal thickness and the splineways between adjacent teeth 206 l be complementary insize and shape to the teeth 208 with allowances for operational clearance. Qn the other hand teeth ||2EL and |44a will be relieved to obtain the necessary overlap for blocking. In actual practice about .010" to .015 oil each flank of the teeth |425 and |44a will give satisfactory results with'out interfering with shift of the sleeve under driver control from low speed to neutral or high speed position. By providing sharp corners on the teeth |34a and-206 lthe extent of tooth relief may be minimized. Manifestly. the structure inFigs. 14 and 15 Will function in low or high and under drive or coast conditions the necessary blocking faces being provided as shown in these gures.

The foregoing description has particularly emphasized blocking functions under drive conditions with the clutch shift sleeve in low speed position. It will be understood that similar functions will be obtained under coast conditions, and in high speed position of the sleeve, other and obvious portions of the described structures then coming into play to provide the desired functions.

It will also be evident that certain relationships in the drawings, for example, the extent of tooth blocking have been somewhat exaggerated in or-nl der to better illustrate the features of the invention.

Moreover, while the particular structures herein described are well adapted for carrying out the objects of the invention, it will be understood that various modifications, changes and substitutions may be made without departing from the spirit thereof. Furthermore, the various features disclosed and described may be combined in ways other than those shown without departing from the present teachings. The present invention is therefore to be construed to include all such modifications, changes and substitutions as may come within the scope of the following claims.

Iclaim:

l. Power transmitting mechanism comprising a pair of interengageable rotatableclutch members, a third rotatable member drivingly connect-- ed with one of said clutch members and in telescoping relation therewith, said third member and said one clutch member having -relative axial movement and there being a pair of axially spaced pilot portions on said third member for guiding said one clutch member between engaged and disengaged positions, said one clutch member being arranged and constructed to have a portion thereof extending axially beyond one of said pilot por tions into the space between said pilot portions and short of the other pilot portion when said clutch members are engaged, the said extension being at least equal to the axial extent of said one pilot portion, and there being sufficient piloting clearance between said one clutch member and said one pilot portion to permit limited Iaxial misalignment of said one clutch member relative to said third member upon drive of said clutch members when engaged whereby said extending portion of said one clutch member may be urged into blockrelation with one ot said clutch members, said third member and one clutch member being relatively movable axially thereof, said third member having axiallyl spaced pilot portions for guiding said one clutch member when shifting between engaged and disengaged positions including means for drivingly connecting said one and third members, one of said pilot portions serving to guide said one clutch member in establishing drive engagement between said clutch members and the other pilot portion guiding said one clutch member during normal disengagement of said clutch members, said one clutch member being arranged and constructed to have a portion thereof extending axially beyond said one pilot portion an amount at least equal to the axial extent of said one pilot portion, in the space within said pilot portions when said clutch members are in drive engagement, and there being suilicient piloting clearance between said one clutch member and said one pilot portion to allow limited rocking movement of said one clutch member relative to said third member during drive engagement of said clutch members whereby said extending portion of said one clutch member will be urged into abutting relation with said other pilot portion upon tendency of said clutch members to become self-disengaging and will abut said other pilot portion before said clutch meming position relative to said other pilot portion to i oppose tendency of said one clutch member to become self disengaged.

2. Power transmitting mechanism comprising a pair of interengageable rotatable clutch members, a third member in splined drive connection with one of said clutch members and having relative axial movement with respect to said one member, said splined connection comprising a spline on said one clutch member and a pair of circumferentially spaced piloting splines on said third member providing a splineway for receiving the said spline of said one member with operational clearance to allow limited relative movement in the driving and piloting connection between said one clutch member and said third member, said pair of splines of said third member having a transverse recess intermediate their length deiining a first and a second axially spaced aligned spline portion of substantially equal transverse thickness on each of said pair of splines, and each of said portions having an end face at said recess forming a shoulder, said one clutch member being arranged and constructed to have a part of its said spline received between said nrst portions of said pair of splines ofsaid third member and another part extending within the said transverse recess of said third member and offset from each of the said second spline portions when said clutch members are also engaged and said one and third members are coaxial and said operational clearance being suiiicient to permit cocklng of said one clutch member relative to said third member about a said irst spline portion of said third member upon drive between said clutch members whereby said extending spline may be cocked into blocking relation with one of said shoulders of a said second spline portion of said third member to provide abutments to oppose tendency of said one clutch member to become self-disengazed.

3. ower transmitting mechanism comprising a pair of interengageable rotatable tooth clutch members, a third rotatable member in telescopic bers become disengaged.

4. Power transmitting mechanism comprising a rst rotatable member, a second rotatable member slidable axially relative to said iirst member, a third rotatable member, circumferentially spaced teeth and grooves on each oi said members, certain teeth being interengageable for drivingly connecting said first and second members, and certain teeth being interengageable for drivingly connecting said second and third members, the teeth of one of said rst and second members being arranged in axially spaced iirst and second sets of teeth, the teeth of said sets being axially aligned and of substantially the same transverse thickness and having an end face at the axial space between said sets of teeth to provide transverse abutments, the teeth of the other of said rst and second members being engageable with the teeth of said rst set of teeth when said second and third members are also interengagedl and certain teeth of said other member when so engaged extending axially into the said axial space between said sets of teeth and clear of the teeth of said second set of teeth to facilitate cocking of the teeth of said other member about the teeth of said rst set of teeth; there being sufilcient operating clearance between said rst and g second members in their said tooth connection to permit cooking of said slidable second member relative to said iirst member during transmission of torque between said members whereby said extending teeth may be cocked into blocking relation with said transverse abutments of said second set of teeth to oppose self-disengagement tendencies of said second member relative to said third member.

5. Power transmitting mechanism comprising a pair of interengageable rotatable clutch members, a third member in splined drive connection with one of said clutch members; and having operational clearance therewith to permit axial movement of said one clutch member relative to said third member, said splined connection comprising a spline on said one clutch member having an end face, a splineway on said third member for receiving said spline with operational clearance to allow limited relative rotation be viding first and second wall portions each hav-1l ing an intersecting transverse face determined by said recess. said one clutch member being arranged and constructed to have one. portion of said spline in engagement with said first wall portion oiLsaid splineway and another portion of said spline having said end face, projecting beyond said first wall portion adjacent-said transverse recess and short of said second wail portion when 'whereby said end face of said projecting spline portion will beurged into blocking relation withl said transverse face of said second wall portion upon vtendency of said one clutch member to become self-disengaged, to thereby substantially prevent said disengagement..

6. In 'a power transmitting mechanism having a pair of rotatable clutch members, a third rotatable member in telescoping relationship with one of said clutch members and journaling the other of said pair of clutch members with operational clearance, the said one clutch member having teeth interengageable with pilot teeth on said third member to provide a driving connection therebetween and being shiftable axially on the latter while being piloted by its said teeth to 14 of lsaid one clutch member to med.

7. Power transmitting mechanism comprising a first rotatable member, a second rotatable member slidable axially relative to said first member. a third rotatable member', interengageable clutch me eu-eisenteeth on said second and third members for drivingly, connecting` the same, torque transmitting means on said first member, an abutment on said first member axially spaced from said means, torque transmitting means on said second member having a first portion for drivingly engaging said torque transmitting means-of said first member when said clutch teeth are engaged in drive, and also then having a second portion between said torque transmitting means of said first member and said abutment and normally offset relas tive to the latter when said first andsecond members are coaxial: there being sufficient operating clearance between said first and second members to' permitu axial misaligning of said second mem--A ber relative to said first member du'ringrotation encies of the clutch teeth of said second members.

8. Power transmitting mechanism comprising a rst rotatable member, a second rotatable member slidable axially .relative to said first member,-

a third rotatable member, interengageable clutch teeth on said second and third members for driveifect engagement of said pair of clutch members,

a gear integral with said other clutch member, a

pinion meshed with said gear, said pinion and gear having helical cut teeth and said third member being subject to deflection upon transmission of torque between'said gear and pinion, said deflection andoperational clearance being sumcient to eiect a misalignment of said gear and other clutch member relative to said one clutch member when said clutch members are engaged and torque is being transmitted between said gear and pinion; the improvement which consists in said third member having an annular recess intermediate the length of its said teeth defining first and second tooth pilot portions of substantially equal thickness on these teeth each having a transverse shoulder to serve as an abutment; in said one clutch member when engaged with the other of said ciutchmembers having its teeth which are'interengageable with the teeth of said third member interengaged only with the said first portions of said teeth and having a. part' misalignment of said other clutch member and gear when torque is being transmittedbetween said gear and pinion vwhereby the said extending parts of the teeth of said first clutch inember willbe cocked into blocking relationship with said abutments of the said second tooth portions of the teeth of said third member and urged into engagement with said abutments upon tendency ingly connecting the same, a torque transmitting tooth on said iirst member, a second torque trans- .mitting tooth on said second member for engaging said first tooth when said clutch teeth ,are engaged in drive, an abutment on said first member angularly displaced from said first tooth in the direction of rotation thereof and an abutment on said second member angularly displaced from said second tooth in the direction of rotation thereof, the said abutment being in blocking position relative to each other when said first and second teeth are engaged in drive.

' 9. Power transmitting mechanism comprising a first rotatable member, a second rotatable member slidable axially relative to said first member.

tooth on said first member, an abutment on said v first member axially spaced from said tooth and substantially in line therewith and `of the same chordal thickness as said tooth, torque transmitting means on said second member having a. first tooth portion for engagement with said tooth of said first member when Vsaid clutch teeth are engaged and also then having a second ,'tooth J portion axiallyremoved from said first tooth portion andbetween said tooth of said first member -`and said abutment and normally offset from the latter when said first and second members are coaxial; there being suflicient operating clearance .between said first and second members to permit y cocking of said second member relative to said first member whereby said second tooth portion may bejshifted into blocking position .relative to said abutment toenable the latter to oppose self disengagement tendenoies' o f the clutch teeth ofsaid second member during drive.

10. Power transmitting mechanism comprising a first rotatable memben' a second `rotatable member slidable axially relative to said first member, a 'third rotatable member, interengageablc clutch teeth on said second and third members for drivingly connecting the same, a pair of spacedtorque transmitting teeth .on said first member, an abutment on said first member axially spaced from said teeth and substantially aligned with one of said teeth. a torque transmitting tooth on said second member having a first portion received between said pair of teeth on said first member when said clutch teeth are engaged and also then having a second portion positioned axially between said pair of teeth and said abutment and in juxtaposition to the latter; there being sufficient operating clearance between said first and second members in said tooth engagement and sliding relationship to permit rocking movement of said second member relative to said first member about said torque transmitting teeth of said first member during drive whereby said second portion may be cocked into the path of said abutment to oppose self-disengagement tendencies of the clutch teeth of said second member.

11. Power transmitting mechanism comprising a first rotatable member, a second rotatable member slidable axially relative to said first member, a third rotatable member, interengageable clutch teeth on said second and third members for drivingly connecting the same, a plurality of elongated torque transmitting teeth on said first member, abutments on said first member axially spaced from said teeth and substantially aligned with said teeth, elongated torque transmitting teeth on said second member each having a portion interengaged with a pair of teeth of said first member when said clutch teeth are engaged and also then having a second portion at least about equal in length to the extent of interengagement of said first portion positioned axially intermediate said interengageable teeth and an abutment and in juxtaposition to the latter; there being sufiicient operating clearance between said first and second members in said tooth engagement and sliding relationship to permit rocking movement of said second. member relative to said first member about certain of said torque transmitting teeth of said first member during drive whereby said second portion may be cocked into the path of said abutment to oppose self-disengagement tendencies of the clutch teeth of said second member. l

12. Power transmitting mechanism comprising a first rotatable membena second rotatable member slidable axially relative to said first member; a third rotatable member, interengageable clutch teeth on said second and third members for drivingly connecting the same, first and second axially spaced sets of teeth on said first member, a

third set of teeth on said member engaged with said first set when said clutch teeth are engaged, certain of said teeth of said third set also then extending axially intermediate said first and second sets of teeth and ofl'set relative to teeth of said second set of teeth; there being sumcient operating clearance between said first and second members in said tooth engagement and sliding' relationship to permit turning of said second member relative to said first member about certain of said first set of teeth upon engagement of said nrst and third sets of teeth in drive whereby said extending teeth may be cocked into blocking relation with the teeth of said second set to oppose self-disengagement tendencies of the clutch teeth of said second member.

13. Power transmitting mechanism comprising a first rotatable' member, a second rotatable member slidable axially relative to said first member,

a third rotatable member, interengag'eable clutch `teeth on said second and third members for drivingly connecting the same, first and second axially spaced sets of teeth on said first member, the teeth of said first set being substantially aligned with and of substantially the same thickness as those of the second set and there being webs of less thickness than the teeth connecting the aligned teeth and offset from the flanks of the teeth of the second set to provide transverse abutments, a third set of teeth on said second member engaged with said first set of teeth when said clutch teeth are engaged, certain of said teeth of said third set also then extending axially between said first and second sets of teeth; there being sufiicient operating clearance between said first and. second members in said tooth engagement and sliding relationshipto permit turning of said second member relative to said first member about certain of said lfirst set of teeth during drive whereby said extending teeth may be shifted into blocking relation with the said transverse abutments to oppose self-disengagement tendencies of the clutch teeth of said second member.

14. Power transmitting mechanism as claimed in claim 12 wherein the teeth of said first set are of less thickness than the teeth of said second set.

15. Power transmitting mechanism as claimed in claim 12 wherein the teeth of said first set are tapered in the direction of said second set of eeth.

16. Power transmitting mechanism as claimed in claim l0 wherein said pair of torque transmitting teeth form a channel between them which converges in a direction away from said abutment.

17. Power transmitting mechanism as claimed in claim 10 wherein at least one flank of the first portion of said tooth on said second member and the corresponding flank of the second tooth portion converge toward the opposite flank of said tooth.

18. Power transmitting mechanism as claimed in claim 7, wherein the clutch teeth on said second and third members respectively are oppo- `sitely tapered to interlock when in drive engagement.

19. Power transmitting mechanism as claimed in claim 9 lwherein said clutch teeth are oppositely tapered to interlock when in drive engagement and said first tooth portion on said second member has its driving face at an angle to the axis of said clutch teeth.

20". Power transmitting mechanism as claimed in claim 10 wherein the teeth of said first set are of less thickness than the teeth of said second set and said clutch teeth are oppositely tapered to interlock when in drive engagement.

21. Power transmitting mechanism comprising a first rotatable member. a second rotatable member in telescoping relation with said first member and having clutch teeth, first and second sets of axially spaced and aligned torque transmitting teeth on said first member, a third set of torque transmitting teeth on said member engageable with those of said first and second sets, a third rotatable member having clutch teeth, a fourth rotatable member having clutch teeth, said second member being axially shiftable, relative to said first member to selectively interengage the clutch teeth with the clutch teeth of said third and fourth members respectively and simultaneously .to shift engagement yof said -third set of teeth between said first and second sets thereof. said 17 third set of teeth including teeth positioned in the axial space between said rst and second sets of teethl when said second member is in either -clutch engaged position and the torque transmitting teeth oi said third set are engaged with teeth of one of said rst and second sets of teeth; f

there being suicient operating clearance between said first and second members in said third set of teeth to oppose self-disengagement A tendencies of the clutch memberV then engaged.

22. `Power transmitting mechanism comprising a pair of rotatable clutch members having interengageable clutch teeth. a third rotatable member drivingly connected with one of said clutch -members and in axially movable telescoping relation therewith, a pair Vot axially spaced pilot portions on said third, member for guiding said one clutch member between engaged and disengaged positions, one of said pilot portions being transversely below said. clutch teeth, said one clutch member being arranged and constructed to have a. portion thereof engaged with said one pilot portion and another portion extend axially beyond said one pilot portion into the teeth of said second space between said pilot portions and short of the other pilot portion when s aid clutch members are engaged; there being sufiicient piloting clearance between lsaid one clutch member and said one pilot portion to permit limited axial misalignlnent of said one clutch member relative to said third member through vrocking of said one clutch member about said irst pilot portion upon drive between said clutch members whereby said .extending portion of said one clutch member is brought into blocking alignment relative to said other pilot portion to oppose tendency of said one clutch member to, becomeselt-disengaged.

23, Power transmitting mechanism comprisingl a pair of interengageable rotatable clutch members, a third member in splined drive connection with one of said clutch membersV and having operational clearance therewith to permit axial movement of said one clutch member relative to said third member, said splined lconnection comprising a pairrof spaced splineson said third member forming a splineway, another spline on said one clutch member received between said n spaced splines, one of said spaced splines comprising axially spaced rst and second portions having an intervening recess opening into said splineway and .defining a transverse shoulder on 'said second portion at said recess, a portion of said clutch spline being engageable with said first portion of said one spline of said third member and another portion extending in the splineway adjacent said recesswith its; end short of said second portion of said third member spline, and said engageable portions having engageable faces at least one of which is at an acute angle relative to the axis of its member; the said operational `clearance being suiilcient -to permit misaiignment of said one clutch member relative to said thirdmember in accordance with the angularity of said one 'engageable f ace upon drive between these members l whereby the extending end of said clutch member 4o Number spline may be shifted transversely into abutting alignment with said transverse shoulder to prevent disengagement ot the clutch member upon tendency of said one clutch member toa become self-disengaged.

ALB ERT n.2 KIMBERL Y, Jn.

' semences orrnn The following references are of record in the ille of this patent: l Y

^ 4 UNITED STATES PATENTS Name j Date Peterson et al Feb. 9, 1937 Trimbath Aug.2, 1938 Bixby June 2; 1942 FOREIGN ramas' Y A Country n Date Great'Britltinl Dec. 22, 1983 Great Britain June 2l, 1034 2,o'1o,14o 2,125,526 2,285,106

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